EP3036137B1 - Bremsaktor für ein bremssystem eines fahrzeugs sowie verfahren zum abbremsen eines fahrzeugs - Google Patents

Bremsaktor für ein bremssystem eines fahrzeugs sowie verfahren zum abbremsen eines fahrzeugs Download PDF

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Publication number
EP3036137B1
EP3036137B1 EP14771230.1A EP14771230A EP3036137B1 EP 3036137 B1 EP3036137 B1 EP 3036137B1 EP 14771230 A EP14771230 A EP 14771230A EP 3036137 B1 EP3036137 B1 EP 3036137B1
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EP
European Patent Office
Prior art keywords
target value
wheel slide
braking
slide protection
sgleit
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Active
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EP14771230.1A
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German (de)
English (en)
French (fr)
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EP3036137A1 (de
Inventor
Steffen JENNEK
Toni Schiffers
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Siemens AG
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Siemens AG
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Priority to PL14771230T priority Critical patent/PL3036137T3/pl
Publication of EP3036137A1 publication Critical patent/EP3036137A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles

Definitions

  • An anti-skid braking system of a vehicle requires, as prescribed for example in the regulations UIC541-05 and EN15595, in addition to the control of the anti-skid also independent monitoring of the anti-skid to prevent an inadmissible reduction of the braking force.
  • a non-slip valve device with a vent valve and a holding valve serves the anti-slip.
  • control times for the venting valve and the holding valve are monitored. If one of the drive times exceeds a predetermined threshold value, then an independent anti-slip monitoring in the form of a hardware circuit shuts off the anti-slip valve device and thus deactivates the anti-slip protection so that the full braking force is built up again.
  • the invention relates to a brake actuator for a brake system of a vehicle, in particular of a rail vehicle, which is adapted to detect a Gleitschutzkorrig faced brake setpoint from a brake control or a Gleitschutzkorrektur adopted, which is adapted to detect a detected by the brake control brake setpoint by means of a Reduziersignals a anti-skid control device Correct the anti-skid brake setpoint.
  • the invention also relates to a brake system for braking a vehicle, in particular a rail vehicle, in which mutually associated first and second brake means and such a brake actuator, which comprises a setpoint force conversion device actuating the first brake means for frictionally engaging with the second brake means, form a brake device , which is adapted to convert an output signal applied to an input of the desired value-force conversion device into a braking actual value.
  • the invention relates to a vehicle, in particular a rail vehicle with such a brake system.
  • the invention relates to a method for braking a vehicle, in particular a rail vehicle, in which a brake actuator detected by a brake control Gleitschutzkorrig faced brake setpoint or a Gleitschutzkorrektur responded the brake actuator corrects a detected by the brake control brake setpoint by means of a Reduziersignals a Gleitschutzüberwachungs worn on the anti-skid brake setpoint.
  • a generic brake actuator and a generic method for braking a vehicle are, for example, from the document WO 2012/126946 A2 known.
  • the invention is based on the object to improve the controllability of such a brake actuator.
  • a Bremsaktor with the features of claim 1, in which a Gleittikplatzwachungs worn is provided, against which the Gleitschutzkorrigieri brake setpoint and the brake setpoint and is designed to be suitable under at least a predetermined first switching condition from a first position to a second position switch over and under at least a predetermined second switching condition of the second Switch back position in the first position, wherein in the first position of the anti-slip corrected brake setpoint and in the second position of the brake setpoint is provided as a guide setpoint at an output of the anti-slip monitoring device.
  • another anti-skid monitoring device is considered to be advantageous against which the slip-corrected brake setpoint and the brake setpoint and which is adapted to switch from a first position to a second position under at least one further predetermined first switching condition and at least one further predetermined second switching condition of the réellezunature second position in the first position, wherein in the first position of the anti-skid brake setpoint and in the second position of the brake setpoint is provided as a monitoring setpoint at an output of the other Gleitschutzüberwachungs worn.
  • the brake actuator according to the invention has a desired value control device which is adapted to detect the reference value provided at the output of the anti-slip monitoring device and a braking actual value detected by means of a sensor device and output at its output at least a first output signal such that the detected actual braking value corresponds to the provided reference command value.
  • the brake actuator according to the invention preferably has a return device, which is designed to provide at its output at least a predetermined second output signal.
  • FIG. 1 has the rail vehicle 1 via car 2.1, 2.2, ..., 2.n, the car bodies are supported in a manner not shown here in each case via a secondary suspension of two chassis in the form of bogies 3.
  • the bogies 3 each have two sets of wheels 4.
  • the wheelsets 4 each have a shaft 5, at the ends of wheels 6 are held.
  • the shafts 5 of the wheelsets 4 are rotatably mounted in wheelset bearings, not shown here, which are connected via a housing and a primary suspension to a bogie frame 7 of the respective bogie 3.
  • the rail vehicle 1 has a braking system designated here as a whole by 8.
  • Each shaft 5 of the rail vehicle 1 is usually assigned in each case at least one brake unit 9 according to the invention.
  • each of the carriages 2.1, 2.2, ..., 2.n has at least four of these brake units 9.
  • Each of the brake units 9 has a brake actuator 10 and the brake actuator 10 actuated first brake means 11 in the form of a provided with at least one brake pad 12 power transmission mechanism 13.
  • the first brake means 11 of each of these brake units 9 cooperate with second brake means 14 assigned to them in the form of a brake element which rotates with the shaft 5 and is provided with at least one braking surface 15.
  • a wheel brake disk, a shaft brake disk, the wheel itself or a brake drum can serve as the brake element.
  • each case forms a wheel brake disc according to FIG. 2 consists of two partial brake discs 16, the second brake means 14 which are associated with the first brake means 11.
  • the power transmission mechanism 13 of the first brake means 11 is formed as a provided with two brake pads 12 application device in the form of a brake caliper, which is held by a brake bridge, not shown here on the bogie 3, which also carries the braked shaft 5.
  • the application device could alternatively be designed as a caliper.
  • the provided with the brake pads 12 power transmission mechanism 13 is zuspannbar under the action of the brake actuator 10 for producing a frictional engagement between the first brake means 11 and the second brake means 14 via the wheel brake disc formed from the two partial brake discs 16.
  • the brake actuator 10 is in the in the FIG. 1 shown embodiment, an electro-hydraulic brake actuator.
  • the brake system 8 has a central control unit 17a and in each of the carriages 2.1, 2.2,..., 2.n a brake controller 17b.
  • the central control unit 17a may be formed by a central vehicle control.
  • the brake control 17b can be formed by one or, as shown here, by two brake control devices 17b.1 and 17b.2. In this case, the brake control units 17b.1 and 17b.2 can be actuated by the central control unit 17a of the brake system 8 via a train bus 18a.
  • the brake actuators 10 of the brake units 9 or groups of the brake actuators 10 receive a brake command via the brake control 17b.
  • the brake commands can be transmitted to the brake actuators 10 via connecting devices designated here as a whole with 18b in the form of one or more control lines and / or a data bus and / or radio links.
  • the FIG. 2 1 schematically shows one of the brake units 9 connected to the brake control 17b of one of the carriages with a brake actuator 10 according to the invention, to which an antiskid control device 19 is assigned.
  • the anti-skid control device 19 detects the rotational speed of the wheels 6 of the respective shaft 5 via wheel speed sensors 20 and generates a reduction signal RS for limiting the maximum wheel slip of the wheels 6.
  • the reduction signal RS formed by the anti-skid control device 19 can be connected via a connection V1 which has an output A19.1 to an input E17b.1 connects to the brake controller 17b and optionally via a connections V2, which connects an output A19.2 with the interface E10.1, be transferred to the brake actuator 10.
  • the connections V1 and V2 can be designed in the form of one or more control lines and / or a data bus and / or radio links.
  • the brake actuator 10 includes a local electronics 22, a sensor device 23 and an electro-hydraulic setpoint force conversion device 24, wherein the brake actuator 10 with its components 22, 23 and 24 and the first brake means 11 by means of the connection part not shown to the brake unit 9 are connected.
  • the brake actuator 10 and the first brake means 11 are thus part of the brake unit 9, in their entirety for mounting on the in the FIG. 1 schematically shown bogie 3 is arranged, on which the shaft 5 is held. With the shaft 5, the second brake means 14 associated with the first brake means 11 rotate.
  • the local electronics 22 form a set point detection unit 25, which may be provided with a setpoint correction device in the form of a Gleitschutzkorrektur disturbed 26 and having a Gleitschutzschreibungs worn 27.
  • the local electronics 22 forms a set value control device 28, a monitoring unit 29, a fallback device 30 and a switching device 31.
  • the fallback device 30 forms a passive fallback level.
  • the monitoring unit 29 may be provided with a further Gleitschutzkorrektur adopted 32 and has a further Gleitschutzschreibungs worn 33 and an actual value monitoring device 34.
  • FIG. 2 shows in addition to the interface E10.1 other interfaces E10.2, E10.3 and E10.4 of the brake actuator 10, via connections V3, V4 and V5 of in FIG. 1 18b connecting means are connected to the brake controller 17b.
  • the brake controller 17b it must be mentioned in addition that not all interfaces of the brake actuator 10 are shown for a better overview. In particular, an interface to a voltage supply of the brake actuator 10 is not shown.
  • the brake controller 17b transmits a desired brake value SSoll via the connection V3 connecting an output A17b.1 to the interface E10.2 and a connection V6 connecting the interface E10.2 to an input E27.1 Furthermore, the brake controller 17b transmits via the connection V4, which connects an output A17b.2 to the interface E10.3, and a connection V7, which connects the interface E10.3 with a brake speed B to be controlled in the brake actuator 10
  • Input E27.2 connects a braking target value SGleit of the braking quantity B to be regulated by means of the reducing signal RS to the antiskid monitoring device 27.
  • the antiskid monitoring device 27 forms a first level of antiskid monitoring.
  • the brake setpoint SSoll which the brake actuator 10 receives from the brake control 17b, corresponds to a service brake setpoint in the service brake case and to a fast braking setpoint in the case of rapid braking.
  • the desired braking value SSoll may be sent to the antiskid monitoring device 27 and via the connection V3, and a connection V8 connecting the interface E10.2 to an input E26.1 may be sent to the antiskid correction device 26.
  • the anti-skid correction device 26 receives the reduction signal RS via a connection V9 connecting the interface E10.1 to an input E26.2. With the help of the reduction signal RS takes the Gleitschutzkorrektur worn 26 before a correction of the brake setpoint SSoll.
  • the thus-corrected brake setpoint value is set by the anti-slip correction device 26 via a connection V10, which connects an output A26 to an input E27.3, as a sliding-protection-corrected desired braking value SGleit of the anti-slip monitoring device 27.
  • the braking setpoint SSoll of the braking quantity B can be a nominal value SSoll. Cp B ; SSoll.Fp B of a press fit Cp B ; Fp B as a braking quantity or a reference SSoll. Fv B ; SSoll.Mv B of a delay quantity Fv B ; Mv B be as a braking size.
  • a hydraulic pressure Cp B or a contact force Fp B can serve as the contact pressure and a deceleration force Fv B or a decelerating torque Mv B as the deceleration variable.
  • the slip-protected brake setpoint value SGleit of the braking quantity B can be a slip protection-corrected setpoint value SGleit.Cp B ; SGleit.Fp B of the pressing size Cp B ; Fp B or a slip protection corrected setpoint SGleit.Fv B ; SGleit.Mv B of the delay quantity Fv B ; Be Mv B.
  • the actual brake value I can be an actual value I.Cp B ; detected at the input E28.1 of the setpoint control device 28.
  • the sensor device 23 via a transmission path Ü2 by means of a third sensor 23.3 the actual value I.Fv B of the deceleration force as a braking quantity or by means of a fourth sensor 23.4 the Actual value I.Mv B of the deceleration torque as a braking quantity and provide via a connection V12 at the input E28.2 the setpoint control device 28.
  • the slip-protected brake setpoint value SGleit is provided as a guide setpoint value SFlickung at an output A27 of the anti-slip monitoring device 27.
  • the braking target value SSoll is provided as the command target value SF guiding at the output A27 of the antiskid monitoring device 27.
  • the anti-slip monitoring device 27 transfers the reference command value SFuhr to the setpoint control device 28 via a connection V13, which connects the output A27 of the anti-slip monitoring device 27 to the input E28.3 of the setpoint control device 28.
  • a return of SFloppyung on SGleit occurs when none of the above-mentioned predetermined first switching conditions for more than 20 seconds is met.
  • connection V14 Parallel to the anti-slip monitoring device 27 receives the other Gleitschutzplatzwachungs worn 33 via a connection V14 which connects the interface E10.2 with an input E33.1 of the further antislip monitoring device 33, the braking setpoint SSoll from the brake control 17b. Furthermore, the further antislip monitoring device 33 receives via a connection V15, which connects the interface E10.3 with an input E33.2 of the further antislip monitoring device 33, the anti-skid brake setpoint SGleit from the brake control 17b. The further anti-slip monitoring device 33 forms a second level of the anti-slip monitoring.
  • the desired braking value SSoll can be sent to the further antislip monitoring device 33 and via the connection V3 and a connection V16 which connects the interface E10.2 to an input E32.1 to the further antislip correction device 32.
  • the further anti-slip correction device 32 receives the reduction signal RS via a connection V17 which connects the interface E10.1 to an input E32.2. With the aid of the reduction signal RS, the further anti-slip correction device 32 performs a correction of the desired braking value SSoll.
  • the thus-corrected brake setpoint value is made available by the further anti-slip correction device 32 via a connection V18, which connects an output A32 to an input E33.3, as a sliding-protection-corrected desired braking value SGleit of the further anti-slip monitoring device 33.
  • connection V5 which connects an output A17b.3 of the brake control with the interface E10.4, and a connection V19, which connects the interface E10.4 with an input E33.4 of the further antislip monitoring device 33, can, for a rapid braking application of the Brake control 17b a Schnellbremssignal SB13 be transmitted to the other Gleitschutzüberwachungs worn 33.
  • the further anti-slip monitoring device 33 is designed to be suitable, in particular, for rapid braking, under at least one further predetermined first switching condition to switch from a first position to a second position and to switch back from the second position to the first position under at least one further predetermined second switching condition.
  • the slip-protected brake setpoint value SGleit is provided as monitoring setpoint value S monitoring at an output A33 of the further anti-slip monitoring device 33.
  • the desired braking value SSoll is provided as the monitoring setpoint SÜberwachung at the output A33 of the other Gleitschüberwachungs worn 33.
  • a switch back from SÜberwachung to SGleit occurs when none of the above-mentioned further predetermined first switching conditions is satisfied for more than 19 seconds.
  • the predetermined first duration T1.1 is thus shorter than the further predetermined first duration T1.2.
  • the predetermined second duration T2.1 is shorter than the further predetermined second duration T2.2.
  • the predetermined third duration T3.1 is longer than the further predetermined third duration T3.2.
  • the predetermined fourth duration T4.1 is longer than the further predetermined fourth duration T4.2.
  • the setpoint value control device 28 detects the desired reference value SFuhr provided at the output A27 of the anti-slip monitoring device 27 and the actual braking value I detected by the sensor device 23 and outputs a first output signal AS.1 at an output A28 for controlling the braking quantity B such that the detected actual braking value I corresponds to the guide setpoint value SF guide transmitted by the anti-slip monitoring device 27 to the setpoint control device 28.
  • the setpoint value control device 28 In the regulation of the contact pressure Cp B ; Fp B as braking quantity B, the setpoint value control device 28 outputs the first output signal AS.1 in such a way that the detected actual value I.Cp B ; I.Fp B corresponds to the reference command value SFhakung, wherein in the first switching position of the first Gleitterrorismüberwachungs adopted SGleit.Cp B ; SGleit.Fp B forms the reference command value SFlickung and in the second switching position of the first Gleitschutzüberwachungs acquired SSoll.Cp B ; SSoll.Fp B forms the reference command value SFhakung.
  • the setpoint value control device 28 In the regulation of the delay quantity Fv B ; Mv B as brake quantity B, the setpoint value control device 28 outputs the first output signal AS.1 in such a way that the detected actual value I.Fv B ; I.Mv B corresponds to the reference command value SFhakung, wherein in the first switching position of the first Gleitterrorismüberwachungs adopted SGleit.Fv B ; SGleit.Mv B forms the reference command value SFhakung and in the second switching position of the first Gleitschutzüberwachungs acquired SSoll.Fv B ; SSoll.Mv B forms the reference command value SFhakung.
  • the fallback device 30 provides a second output signal AS.2 at its output A30.
  • the first output signal AS.1 is connected via a connection V20 to an input E31.1 of the switching device 31.
  • the second output signal AS.2 is connected via a connection V21 to an input E31.2 of the switching device 31.
  • the setpoint force conversion device 24 actuates the first braking means 11 for frictional engagement with second braking means 14 under the action of an input side of the two output signals AS.1, AS.2.
  • a connection V22 connects an output A31.1 of the switching device 31 to an input E24.1 of the setpoint force conversion device 24 and a connection V23 connects an output A31.2 of the switching device 31 to an input E24.2 of the setpoint force conversion device 24th
  • the actual value monitoring device 34 detects via a connection V24 at an input E34.1 the monitoring set point S monitoring provided at the output A33 of the further antislip monitoring device 33. Furthermore, the actual value monitoring device 34 detects via a connection V25 at an input E34.2 the actual value I.Cp B by means of the sensor device 23; I.Fp B detected Bremsistwert I. Alternatively or additionally, detects the Istwertüberwachungs worn 34 via a connection V26 at an input E34.3 the captured by the sensor device 23 I.Fv actual value B; I.Mv B as brake actual value I.
  • the actual value monitoring device 34 In case of impermissible deviations of the actual braking value I from the provided monitoring setpoint S monitoring - in particular if the detected actual braking value I falls below the provided monitoring setpoint S monitoring for a configurable time, the actual value monitoring device 34 outputs a switching signal US at an output A34.
  • the actual value monitoring device 34 thus compares the monitoring setpoint S monitoring with the detected actual braking value I. If the detected actual braking value I falls below the monitoring setpoint S monitoring for the parameterisable time, the switching signal US is output at the output A34.
  • the switching device 31 detects via a connection V27 at an input E31.3 the switching signal US of the actual value monitoring device 34. At the input of the switching signal US, the switching device 31 switches from a first Switching position to a second switching position, wherein the setpoint force conversion device 24 in the first switching position of the switching device 31 on the input side of the output of the setpoint control device 28 and in the second switching position of the switching device 31 is connected on the input side to the output of the fallback device 30.
  • the switching device 31 thus connects in its first switching position the output A28 of the setpoint control to the input E24.1 of the setpoint force conversion device 24, so that at the input E24.1 of the setpoint force conversion device 24, the first output signal AS.1 is present ,
  • the switching device 31 connects the output A30 of the fallback device 30 to the input E24.2 of the setpoint force conversion device 24 so that the second output signal AS.2 of the fallback device 30 is present at the input E24.2 ,
  • the setpoint force conversion device 24 may in particular be designed in accordance with an earlier application of the Applicant filed under the application number 102013201623.9 at the German Patent Office.
  • the setpoint value control device 28 outputs, as the first output signal AS.1, two partial signals AS.1.1 and AS.1.2 for controlling the braking quantity, of which one AS.1.1 controls a pump unit and the other AS.1.2 controls a brake valve.
  • hydraulic fluid is pumped from a container into a brake cylinder and discharged by means of the brake valve hydraulic fluid from the brake cylinder by means of the pump unit.
  • the second output signal AS.2 of the return device 30 in this case causes an opening of a quick brake valve to give a biasing pressure of a pressure transducer to the brake cylinder.
  • the anti-skid monitoring is not performed as an additional monitoring unit of a Gleitschutzanssen, but assigned as a monitoring function of the brake actuators.
  • Each brake actuator performs for itself independent of the anti-skid control device 19 monitoring the anti-skid brake setpoint SGleit and provides for impermissible deviations instead of the anti-skid brake setpoint SGleit the brake setpoint SSoll as a reference command value (Ersatzbremssollwert) SFtalkung ready.
  • the monitoring of the anti-skid brake setpoint value SGleit of each of the brake actuators 10 of the brake system 8 and the output of the brake setpoint SSoll as the reference command value (substitute brake setpoint) when the anti-skid monitoring device 27 of the respective brake actuator is triggered takes place at the end of the signal sequence.
  • a falsification of the respective slip-protected brake setpoint values SGleit-for example in the course of the connection device 18b or in the input interface E10.3-can thus also be detected and detected.
  • Brake actuators which are designed in terms of their security architecture so that they produce a controlled braking quantity even in the emergency or rapid braking system known to those skilled, already have a security architecture, as required for independent Gleitschutzüberwachung.
  • brake actuators therefore, in addition to the components mentioned, which serve to integrate the Gleitschutzüberwachung in the brake actuators, no further electronic components - so no additional effort - to ensure the required security architecture - necessary.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
EP14771230.1A 2013-09-26 2014-09-10 Bremsaktor für ein bremssystem eines fahrzeugs sowie verfahren zum abbremsen eines fahrzeugs Active EP3036137B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14771230T PL3036137T3 (pl) 2013-09-26 2014-09-10 Urządzenie uruchamiające hamulec dla układu hamulcowego pojazdu oraz sposób zahamowania pojazdu

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201310219438 DE102013219438A1 (de) 2013-09-26 2013-09-26 Bremsaktor für ein Bremssystem eines Fahrzeugs sowie Verfahren zum Abbremsen eines Fahrzeugs
PCT/EP2014/069299 WO2015043954A1 (de) 2013-09-26 2014-09-10 Bremsaktor für ein bremssystem eines fahrzeugs sowie verfahren zum abbremsen eines fahrzeugs

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EP3036137A1 EP3036137A1 (de) 2016-06-29
EP3036137B1 true EP3036137B1 (de) 2017-11-01

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US (1) US9656649B2 (zh)
EP (1) EP3036137B1 (zh)
CN (1) CN105579308B (zh)
DE (1) DE102013219438A1 (zh)
ES (1) ES2658112T3 (zh)
PL (1) PL3036137T3 (zh)
WO (1) WO2015043954A1 (zh)

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CN218616612U (zh) * 2022-10-31 2023-03-14 比亚迪股份有限公司 车辆制动系统和具有其的车辆

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PL3036137T3 (pl) 2018-03-30
CN105579308B (zh) 2018-02-06
US20160207513A1 (en) 2016-07-21
US9656649B2 (en) 2017-05-23
CN105579308A (zh) 2016-05-11
WO2015043954A1 (de) 2015-04-02
DE102013219438A1 (de) 2015-04-09
EP3036137A1 (de) 2016-06-29

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